Transmission-gearing.



R H, HiMPHlLL. TRANSMISSION BEARING.

APPLICATION FILED MAR, 6, 9}3,

1 1 34,385. Patented Apr. 6, 1915.

a SHEETS-SHEET k.

l WITNESSES b ATTORN EY H. H, HEMPHILL.

TRANSWSSION GEARING. APPLICATION mi'a MAR. 6. ms

Patented Apr. 6, 1915.

3 SHEETS-SHEET 3 INVENTOR, WITNESSES ATTORNEY "onrrnn s reen's. earnerorsion.

BOBEBT H. Emmi, E YQET ST. 30$

ramsnrssron-enamne.

Specification of Letters Eatent.

Eatented Apr. 6, 1-915.

Anglication ales lama e, 1913. Serial No. 752.507.

To all whom it moi/concern Be it knownthat 1, ROBERT Hnerrnm, a citizenof the-United States, residing? at Port St. Joe, in'the county ofCalhoun and. State of Florida, have invented a new and usefulTransmission-Gearing, of which the following is a specification.

This invention has reference to improvevmerits in transmission gearingcontrolling means for automobiles, and its object is toprovidemeanswherehy the shiftin levers usuallyemploycl are eliminated anall the shifting oi the gears may be controlled by a foot. pedal, andespecially the clutch pedal, with the result thae t-he shifting of thetransmission gearin from one position to another may be accomplishedWithout the necessity of the operatorremoving thehandsirom the steeringwheel, and, also, maxing 1t mpossible to perform the shifting operat onwhile the clutch is in active or engaged position.

In accordance with the present invention the transmission gearing per somay he of any suitable type, but is preferably of a two where the gearwheels are always in mesh and are coupledmp to the drive-,shait by meansof coupling or clutch members movable into and out of engaged positionby impolling devicesto be hereinafter described, which impelling devicesare controlled by the clutch pedal through an escap'ement mechanism alsoto be hereinafterdescribed,

and constituting part of the present invention.

The structure of the present invention is such that by a chosen movementof the clutch pedal while the clutch is out of active engage'mentthetransmission gearing may be moved step by step from one extreme positionofengagementto the other, these steps including the reverse, neutral andfirst, second and third speeds all in the order named, although, o fcourse, an arrangement may he readily'provided for a greater or lessnumber of changes of speed if such be desirable since some makes ofautomobiles provide for two and some for four variations of forwardspeed.

. It is an important feature of the present invention that when theclutch pedal or other clutch controlling means, is operated in the usualor 'customasy manner for the disengagement of the clutch, thetransmission gearing is caused to automatically move to the positionsand in the order named.

' The invention will be best understood from v a; considerationof thefollowing detailed ds seription taken in connectionivitl'r these companyn'g'rlrawmgs forming a part of-this specification, with the furtherunderstand-' ing; that while the drawings-shows practical eznhodimentofthe invention the latter is not confined to any strict coniormitwithth'e \showing of the drawings but may e changed I and modified: solong as such changes and" modifications mark no material departure fromthe salient features of the invention.

In the dra'Wings: Figure 1 is a. plan view of the improved transmissiongearing controlling. means with some parts in section and with thetopportion of the casing oi the transmissiongearing omitted. Fig. 2 is asection on the line 2-2 of Fig. 1. Fig. 3 is a section on the line 3-3of Fig. 1. Fig.4 is a section onthe line 44 of Fig. 1. Fig. 5 is a faceview of one of the coupling members. Fig. 6 is a detail section, on alarger scale than the other views, of one of the elastia'lly" mountedcoupling pins of the coupling members Fig. 7 is a detail elevationonalargr scale than some of the other figures oithe escapement mechanismemployed in the transmission gearing controlling means.

Fig. 8 is a section on the line 88 of Fig. 7.

Fig. 9 is a sect-ion on the line 9-9 of Fig. 7 Fig.10 is a more or lessdiagrammatic representation of the shifting cam segments for thecoupling members.

Referring-to the drawings, there is shown a clutch comprising twomembers 10 and 11,

the member 10 being customarily directly connected to the prime mover orexplosionengine and the member 11 keyed to a shaft 12 extending througha bearing 13 in acestypified by the member 10.

That end of the shaft 12 Within the cas-.

ing has a bearing in a socket memberlS on one end of another shaft 19 inalinement with the shaft 12, and having a: bearing 20 in that end of thecasing is, le'rcmote from the bearing 13, wane exterior-to the casingthe shaft 19 is connected hy'a lnauelelesor universal joint 21 toanother shaft 22 for transmitting power to the differential,

. which in turn transmits power to the driving wheels of the automobileas is the customary practice. The socket member 18 is mounted in abearing 23 on-one end of a post or support 24 rising from the cas ingmem ber 14.

The clutch member 11 is slidably keyed to the shaft 12, being urged tothe coupled position by a spring 25 as is customary; and,

also, has a grooved hub 26 in which engages pins 27 on a yoke 28 carriedby a rock shaft 29 having bearings in a bracket 30 which may projectfrom the casing member 14, or be supported in any other suitable manner,and the shaft 29 is prolonged and provided with other bearings 31 and atthe end remote from the yoke 26 carries a rock arm 32 connected by alink 33 with another'rock arm a 34 fast on a shaft 35 extended throughbear- 39 which may be made fast to any appro-,

priate part ofthe machine, as the flooring 40, for instance.

In the construction shown. the clutch members 10 and 11 are normally inengagement because of the normal action of the spring 25, and when it isdesired to move the clutchLout ofengagement pressure is exerted upon thepedal 38, as'is customary. The-clutch and its operating mechanism so farasany specialconstruction thereof is concerned, do not enter into thepresent invention, and hence the showing of the drawings with respect tothe clutch and the operating mechanism therefor maybe considered as.typical. of any suitable devices for the purpose.

Mounted within the casing 14, 15-to one side of and parallel with theshafts 12 and 19 is a counter-shaft 41, which in addition to endbearings 42 in the walls of the casing members 14 and 15'may have aninterme diate bearing 43 adjacent the bearing 23 of the shaft 19. i

Mounted to turn loosely on the shaft 12 is a gear wheel'44 and mountedto turn loosely on'the shaft'19 are gear wheels 45, 46, respectively,all these gear wheels being held against longitudinalmovement on therespective shafts by set collars 47 or any other suitable means. Theshaft 19 also carries a sprocket wheel. 48 mounted ,to turn loosely onthe-shaft and held against longitudinal movement by a set collar 47. The

gear wheels 44,45 and 46, the sprocketwheel 48 and the socket member 18of the shaft 19 are each provided with pins 49' shown on a larger scalein Fig. 6, say, in connection with the gear wheel 44. Each membercarrying a pin 49vis provided wlth a socket or recess 50 of a diameterto accommodate the pin and 5 radial flange or collar 51 thereon, and atthe'end of the recess traversed by the projecting part of the pin 49vthe recess is reduced in diameter to permit the passage of the pinwithout material side play. That end of the recess 50 remote from thereduced end is normally closed by a screw bushing 52 provided with anaxial passage 53 of a size to receive the corresponding end of the pin.49 and the passage 53 opens to the atmosphere, so that the pin may movelengthwise of the'p'assage without interference from air compression.Surrounding the pin 49 between the collar 51 and the inner end of thebushing 52 is a sprin 54 tending to maintain the pin projecte ,,'butyieldable ma superiorforcea ()n the shaft 12 between the gear wheel 44is shown. in section in Fig. 6 in connection with the gear wheel 44..Each' head 58 and 59 with the exception of the head 59 of'the couplingmember 56, is provided with a circular series of equally spacedperforations (30 having leading in grooves 61 each grad ually deepeningtoward the respective perseparately shown in face view in Fig. 5, and aforation 60 and curved on an axis coincident with the axis of rotationof coupling member. These perforations 60 are so related to the pins 49that when acoupling member is moved toward a pinion or other part to becoupled should it...transpire that the perforations 60 andthe pins 49dothe respective not at the time match, the pinswill yield because ofthe presence of the springs 54 and. as the corresponding coupling memberro' tates, or the corresponding gear wheel or other part to be connectedrotates, the pin will he carried into thecorresponding groove 61 and beprojected by the spring 54 as the groove deepens, until .the end of thegroove which is'coincident with the corresponding perforation (30 isreached, whereupon the two parts are coupled together. This gives acertainty of engagement over a material portion of the length of a pin49 without liahilitv of the pin missing the perforation 60 or makingengagement with the head containing the perforation, endanger thepartsor to-produce a liability- 1 so imperfectly as to stant mesh andmay be of substantially the of breakage of the parts under the loadbecause of too slight an engagement.

'lliounted on the shaft 41 are gear wheels 62,- 63, and 64,respectively, and a sprocket wheel or pinion 65, all these parts beingkeyed to the shaft 41. The gear wheel 62 is in the showing of thedrawings relatively large and is inconstant meshwith the gear wheel 44,which is of relatively small diameter. The gear wheels 45 and 63 are inconsame diameter. The gear wheels 46 and 64 are in constant mesh and thegear wheel 46 maybe of relatively large diameter, while the gear wheel64 is of relatively small diameter. v The sprocketwheel or pinion 65 isconstantly connected to the sprocket wheel 48 by a sprocket chain 66;

Eachcoupling member 55, 56 and 57 has ,an intermediate peripheral groove67 in which engages rollers 68 on the ends of the legs 'of a yoke 69pivotally supported as shown at 70 at the bottom of the casing member14, so that the yoke may rock. about its pivot on an axis at rightangles to the axis of the shafts 12 and 19.

Before giving adescription of the manner of operating the couplingmembers 55,

I y 56 and 57, the action of these coupling members when properlyactuated may be first considered. If it be assumed that the, engine isrunning and the clutch member 11;is out of engagement with the engine10, then the transmission mechanismis quiescent. Suppose, however, thatthe clutch member '11 is released to the, action of the spring 25, thenmotion from the engine is imparted to the shaft 12 and the shaft 12 isdriven ,atthe same speed of rotationas the engine. The result of this isthat the shaft 12 and the coupling member 55 are rotating at enginespeed, but all the rest of the transmission gearing is standing still,for the reason that the con ling member 55 is intermediate of the gearwheel 44 andthe shaft head '18 in the position shown in Figs. 1 and 4and out i of engagement with either :of them.- Suppose, now, that thecoupling member 55 is moved toward the socket member 18, the

pins 49 on the socket member 18, which pins may be of any suitablenumber, say, four or more, are engaged by the head 59 of the couplingmember 55, and if these pins are hot in line with the perforations 60they will travel along the grooves 61 until the perforations 60 arereached, whereupon the shaft 12 becomes coupled to the socket memher 18and as the latter is fast to the shaft 19 thesaid shaft has a rotationat engine speed imparted to it, and this speed of rotation is finallytransmitted to the drive wheels. This marks the highest speed pro videdin the particular arrangement shown. Suppose, however, that the couplingmember 55 be moved into engagement with the gear wheel 44, then enginespeed is imparted to the gear wheel 44 and as the latter is in constantmesh with the gear wheel 62 a speed is transmitted to the countershaft41 proportionate to the relative diameters of the gear wheels 44 and 62.It may be assumed for purposes of illustration that the gear wheel 62has twice the diameter of the gear wheel 34, whereupon the shaft 41 willrotate at one-half engine speed. Assuming that the gear wheels 45 and 63are of the same diameter, the gear wheel 45 will rotate at onehalfengine speed. If it be further assumed wheel' 44 coupled to the shaft 12and the gear wheel 45 coupled to the shaft 19, the latter will rotate atone-half engine speed. Suppose, however, that the coupling member 56 isinactive and the coupling member 57 is moved into engagement with thegear 4 wheel 46, while the gear wheel 44 remains coupled to the shaft12, thus the shaft 19 will rotate at one-quarter engine speed. In eachof the conditions already assumed-the direction of rotation of the shaft19 is the same asthat of the engine shaft, and this may be considered asthe proper direction to cause a forward movement of the vehicle.

Suppose that the coupling member 57 be moved away from the gear wheel 46until it is in engagement with the sprocket wheel 48, thus coupling thelatter. to the shaft 19. vIf, now, the gear wheel 44 be coupled to theshaft 12 and the sprocket wheel 48 be coupled to the shaft 19 with theother two gear wheels 45 and 46 uncoupled from orloose on the shaft 19,then motion is transmitted from the shaft 12 by way of the gear wheels44 and 62 to the shaft 41, turning the latter in the reverse directionto the direction of rotation of the shaft 12. Now as the sprocket wheels48 and 65 are connected by the chain 66 for rotation in the samedirecthe latter to rotate in a direction opposite to the direction ofrotation of the shaft '12.

7 Assuming as before that the shaft 41 is rotating at half the speed ofthe shaft 12 and that the sprocket wheel 65 is one-half the diameter ofthe sprocket whcel48, then motion of the shaft 19 is one'quarter that ofthe engine shaft and in'the reverse direction. By this means theautomobile may be backed or reversed as to direction of travel. By thismeans, so far as the gears and the sprocket chain arrangement isconcerned, provision is made for three difi'erent speeds forward andslow speed backward, and the gearing and'sprocket chain connections may139 J ournaled at the ends in the casing menihers 14 and 15 at the sidethereof remote from the'shaft 41 is another shaft 71 which because ofits action may be termed a rock shaft. This shaft is urged in onedirection by a spring 72 wound around it and connected at one end 73 tothe shaft and at the other end 74 to the-casing. Mounted on the rockshaft 71 by means of respective hubs and arms 76 are cam segments 77, 78and 79,- respectively, eachv hub 75.being secured to the shaft 71 by aset screw orin any other appropriate manner.

with one of the rollers 68, and each, pin 81 enters a cam groove in therespective cam segment 77, 78 'or 79. Each cam segment is formedwith agroove designed to receive the respective pin 81. and each groove is'appropriately shaped to cause a certain movement of the respective yoke69.

By reference to Fig. 10 it will be seen that each camsegment 77 78 and 79 has a groove extending throughout its length on what may betermed'theconvex face of the head of the cam and the center line of thehead of the cam may be considered as the line a-b of the several camsshown in Fig. 10. Furthermore, these cams are movable simultaneously-bysteps to, several different po sitions indicated by the dotted lines RR, NN, and 'l1, 2-2, and 33, respectively. In Fig. 10 the pins 81 areshown in simple outline as occupying the. position defined by the dottedline NN. The groove of the cam 77 extends at an angle to the right ofthe line aib as viewed in Fig. 10 to the line R R. The same grooveextends at'an angle "to the right until it reaches the position 11 andthen continues in a line parallel with the center line 64-? until itreaches the line 22, and then at an angle toward "the left until itreaches the line 33 at a point as far to the left of the line ab as itwas to the right of said line inthe posi' tion 2-2.

If the cam segment'77 be assumed to be in .position where the pin 81 isat the extreme upper end thereof as viewed in Fig.

10, such position of the pm being shown .111

dotted lines, then as the cam 77 moves upwardly the pin 81 is movedtoward the left until it reaches the line u?; and then the movement ofthe cam-wntinuing, the pin 81 is forced. to the right until in the samerelation to the line a-b as in its first considered position, and thisposition is main- On each yoke- 69 there is a roller 81 which may be inline' wheel 48 when the tained during the extent of travel from the line1-1 to the line 2-2. Then the travl of the 'cam continuing the pin 81iscaused to move laterally until it reaches the; corresponding end ofthe cam groove'i epre'sent ed by the line 33, having in the meantimecrossed the position of the linen-l gand" movedto a correspondingdistance to, the

left of this line. These several positions of the pin 81 with theexception of that on the line NN are represented bydotted lines,

- and, moreover, they define the movements of the coupling member 55which participates in the movement of the pin 81 belonging to it. WVhenthe pin is in the position R with relation to the cam member 77 thecoupling member -55 has its head 58 in engagement with the gear wheel44. When the pin 81 is in the position N the coupling nember'55 isintermediate of the gear 44 and' the socket .Ist" member 18. "When thepin'81 is iii'the positions 1 and 2 the coupling member'55"i s;

of the coupling member 55 has been-moved". into coupling engagementWith'the boss 18,.

connected tothe gear wheel 44 andwhen the pin 81 is in the position 3then the head 52 '90 The segment 78 has its cam groove all 7 the centerline a?g' except an offset between the lines"l and 3, this offset beingtoward the right as viewed'in Fig.- -10,so that in the position 2 thecoupling is moved to the right sufliciently to cause the coupling member56.

head 78 the i N, 2 and 3,all in the line a -b, while the) I position Ris to the left of this line, and the position 1 is to theright of suchline.

lVith the cam head 79 the coupling membe'r'57 is in engagement with thesprticket R, and this coupling member 57 is in enpin 81'is in theposition 1. but in the positions N, 2 and 3 the coupling member57 is thegear 46 ously. When they are all in a position which will cause the pins81 to be at the end designated by the line R-R, ,then the couplingmember55 connects the gear Wheel 44, to the shaft 12, and the coupling member57 connects the sprocket Wheel 48 to the shaft pin 81. isin the positiongag'ement with the gear wheel 46 when the 19, while the coupling member56 is inactive.

This position of the parts with the clutch 10, 11 in engagement willcause the backing or reverse movement of the wherefore the position R-Rverse automobile, is .the reposition of the transmission r'nechauism. Inthe position N-N wherethe pins I 81 are all in the line ab all thecoupling T members are in the inactive or neutral po-.

m g1 v v landtheigear Wheel :45 to the shaft A9, thus 1,134 seatransmission for forward speed; No. 1;

.lflhenthi pinssloi the cams are in she pos l 'onindicated hy the line-2- -2 than the r wheel' is connected so fihe shaft 12 causing ishe shaft19 tomovc with'speedil lo.

2. When the pins 81 are in the position in-' dicated by the line 3 withreference to the sion mechanism to ihe'difierent positions c'amheads,then none of the gear wheelsis 1 connected tothe shaft 12, out thecoupling member .55 is inoycd into engagement with -the "socket member18 of the shaft 19, so char the engine shaft and the shaft 19 are caused20' flag-rotate at the samespeed, this representing hi heel? or thirdspeed oi transmission with t e arg'angemen't shown in the drawlugs. i

The tendency ofjthe spring Y2 is to rock the "shaft F1 to move the camheads, until.

the pins 81ers allin 'the position 3-3, .this representing the highestspeed position of itr'ansmission' which the parts would assomeautomatically if not prevented.

To control the setting of the transmisdescribed,' the shaitfi near oneend carries an escapement segment 82 keyed or otherwise fastened theretoand adjacent the segment 82, but spaced therefrom and loose upon theshaft 71 is another escapement segment 83. The two segments 82 and 83have opposed studs 84 carrying between them a spring 85 tending to movethe segmerits in opposite directions and both segments have also stoplugs 86 so related as to 'perrnii; but; a limited movement of the twosegments in opposite direcions under the action of the spring 85. Thesegmeni 82 has a series of notches 87 formed in its periphery, thespacing of the notches losing proportional to the distance between lheseveral step positions of the cam heads 77,

78, and 79. The segment 83 has a like series of similarly snacedpeiches88, out while the notches 87 haveddhriiph shoulders at both ends, thenotches 88 hare each an abrupt shoulder at one end and an inclinedshoulder 89 at the other.

Fixed to the shaft-"Kl ls'a gear segment 96 which sincethe shaft 'x'l atno time makes a full revolution need not lie-a complete gear. Meshingwith the gear 90 which is in the particular instance shown a bevel gear,is a bevel pinion 91 on one end of a rock shaft 92 journaled in theextension 37 ofethe casing and'cxtending to the exterior thereof whereit is formed with a lock arm 93 connested by a link 94 to an arm '95projecting from a hub 96 monni/ed loosely on the shaft 35 as between setcollars 97, and exlending from the hub 96 on the side remote from thearm 95 is a pedal arm 98 terminating'in a medal 99. r y v inn; end ofthe Shines within ch es ing is provided'wi-ih an enlarged portion shaftor beattached thereto in any manner,

and this enlarged portion is open at oneside to constitute a pocket orreceptacle for a dog 710i pivoted at one and within there: ceptacle, asindicated at 102, and I atvthe other end formed into a nose 103st; anangle ioishe length of the dog. This dog is constantly urged to aposition of projection so 109 which may he an integral part of the:

far as its nose end is concerned with relation to the receptaclecarrying it by a s'prin 104: within the receptacle. The nose 103 is sorelated to the notches 87 and 88 as to be.

capable of engaging therein and the width of the nose is suilicient tobridge the space between the peripheral portions of the segments 82 and83 where the notches 87 and 88 are formedbut the width of the nose isonly sufficient to make good engagement with the corresponding shouldersof both noiches 8'? and 88 which may be in matching relation withoutrequiring an extended movement of the dog to escape engagement witheither. The shaft 35 under the control of the nedal .38 is in reality arock shaft,-

and the nose'l03 of the dog'iOl participates in such rocking movement.

The extent; of rocking movement of the pedal shaft 35 is so limited thatat all times under the control of the nose 103 of the dog 101. Thetendency of the spring 72 is to turn the shaft 71 in a direction toraise the cam heads 77-, 78 and 79, this direction being toward the leftor counterclockwise as the segments 82 and 83 are viewed in Fig. 7.

Let itsoe assumed "that the nose If)? is direction as viewed in Fig. 7immediately carries the segment 82 to ihe left or counterclockwise,while the segment 83" is held from movement by the nose 103 lodged in anotch 88 thereof, The rotative movement of the shaft Z1 carrying thesegment 82 with it continues until the stop lugs 81 contact, the spring-85 being thereby compressed. The rotative motion of the shaft 71 underthe action of the spring 72 is arrested by the engagement of thestonsBl'because the segment 83 is then lcclred bV the nose 108. Now letit he assumed that the clutch pedal is so operated as to rock the shaft35 in a direction to carry the nose 103 out of the par- 'bicnlar notch88 in which it is assumed ie be one or the other ofthe segments 82 or 83is lodged, and into the notch 87 of the segment,

82 then in its path. Now the segment 83,

which is loose upon, the shaft'71 while the segment 82 is keyed orotherwise fastened thereto, is rocked counterclockwise as viewed in Fig.7 by the expansion of the spring 85,

I and this movement continues until the lugs 86 engage, at which pointa'notch 88 of the segment 83 coincides with the notch 87 of,

the segments 82 and 83 are alternately released to permit a step by stepmovement of the shaft 71, so that the segments 82 and. 83 act as anescapement in conjunction with the dog 101. The movement of the shaft 71in the active direction is wholly due to the spring 72 and when it isdesirable to return the shaft to-its first position the pedal 99, whichmay be termed the shifting pedal, is moved by the foot of the operatorto turn the shaft 92 which through the bevel gears 91 and 90 rotates orrocks the shaft 71 in a direction to put the spring 72 under tension andat the same time move the cam heads 77,-

78 and 79 toward the position where the pins 81 are in the line B, thatis', in the position of reverse; "Of curse, if" it is notdesired tomov'e the parts to such position the movement of the pedal 99 ,is madeless extensive. This reverse moveme' t ismade possibleby moving theclutch pe al 38 until the dog 101 v as 'its' nose 103 in the notches 88and then "a 40 "movement of the segment 83"toward the right or clockwisewill cause the inclined shoulders 89 of the notches 88 to pushthe dogout of the way against the action of thespring 104, the two segmentsmoving simultaneously because of the engagement of the stops 86. Theactive movement of the clutch pedal for clutching the engine to thedriving shaft 12 is so proportioned that the shifting of thetransmission gearing is accomplished while the clutch is open and by nopossibility can. the shifting be performed, while the clutch I is in theengaged position, for then the nose Y 103 of the dog 101 is in some oneof the,

notches 87 and the cam heads 77, 78 and 7 9 5 are positively locked inwhatever position they may then be.

The operator may be guided in the actuation'of the pedalsby suitableindexes, but soon becomes sufiiciently skilled to perform W theoperations necessary without observance of the indexes.

If the automobile is standing still, and for anyreason it is desirableto back the machine, the operator presses the clutch pedal to theposition releasing the shaft 71 to the pedal ,99 and the latter is movedto thefull extent, this resulting in the automatic setting of thetransmission mechanism for reverse, and then by releasing the clutchpedal the clutch is moved into engagement and the vehicle is backed.Suppose, however, that it is-s imply desired to leave the vehicle'fwiththe transmission.mechanism-in the neiitral position ready for eitherstarting or backing, then the clutch pedal is actuated if. the 78transmission mechanism is in reverse until the neutral position is'reached, when a re lease of the clutch pedal will carry the nose 103into engagement with the suitable notch of the segment 82, thus lockingthe transmis- 80 sion mechanism. in the neutral position. lVhen it isdesired to start the machine'for Ward, which, of course, should be doneon the low gear or first position, it is then only necessary to rock theclutch pedal by one impulse, whereupon the transmission mechaconnectedup to the drive Wheels and the machine starts on low speed. If it bedesired to increase the speed the clutch is released and by a simple.movement of the. clutch pedal the gear-is shifted to the intermediateposition, whereupon the engine may be again clutched to the drive wheelsthrough the transmission mechanism set at intermediate speed'withoutpossibility of change of rate of transmission while the clutch is inengagement. If the highest speed is desired, a still further operationofT the clutch pedal willunclutch the engine and throw the, gearingentirely out of action and then couple the two direct shafts togetherand finally clutch the engine thereto for the direct connection of theengine to the drive wheels for driving them at engine speed. v q

A feature of the present invention is that the transmission gearingmoves automatically to the different operative'positions, 11 suchmovementbeingcontrollable at the will of the operator and the movementbeing, progressive. -The retrogres'sive orreturnf" moitement of thetransmission gearing is'not automatic in the particular arrangementjshown in the drawings, and While such return movement might be madeautomatic, It

is not at all necessary that it should he. I However, the arrangement issuch that whenever there is a shift in the transmission gearing theclutch whereby the prime mover or power is coupled up to thetransmission gearing, is in theunclutched or inactive position,'.so thatthe transmission gearing cannot be changed from one speed or position toanother, Wh le the power is coupled thereto.v

That is claimed is r v 1. The combination with a clutch, for connectinga prime mover to and disconnectingcauses operative pr sitions, and meansactuateri' solely by the pedal for controlling the firstnamed means.

2. The combination with a clutch for connecting a prime mover to anddisconnecting it from thework, of a pedal for operating the clutch, atransmission gearing between the prime mover and the Work, means otherthan the, pedal for actuating the transmission gearing progressively todifierent predetermined operative'nositions, and means -actuated solelyby the pedal for controlling the first'named means.

3. The combination with a clutch for connecting a prime mover toand'disconnecting. it from the Worln'of a pedal for operating' theclutch, transmission gearing between the prime mover and the WOIk, meansfor actuating and having a normal tendency to actuate the transmissiongearing to clifierent op erative positions, and means actuated solely bythe pedal for controlling the first-named means and timed to release thefirst-named means vhile the clutch is in the inactive position.

4. 'Incombination, a clutch for coupling a prime mover is the Work, apedal for operating the clutch transmission gearing interposed betweenthe prime mover and the work-means controlled solely by the clutch medalfor actuating the transmission gearing into and out of operativepositions and timed in action to cause such movementswhile the clutch isin the inonerative'posh tion, the mechanism controlled by the clutchpedal when the clutch is inoperative being construo'teci to :esnond toreciprocatory movements of the pedal to actuate the transmission gearingin progressive order to the different operative positions.

5. In combination, a clutch for coupling a prime mover to and uncouplingit from the. work, a reciprocatory pedal'foractuating the clutch,transmission gearing between the prime mover and the work, meansforcausing the actuation of the transmission gearin g to differentoperative positions in predetermined order, and means responsive tooscillatory movements of the clutch pedal while the clutch is in theinactive position for controlling the actuation of the transmissiongearing to the difierent operative positions inthe predetermined order.

6. In combination, a clutch for coupling a prime mover to and uncouplingit from the Work, a clutch peclal for causing the.

operation of the clutch, transmission gears;

ing between the prime mover and, the Work,

automatic means for causing a progressive actuation of the transmissiongearing into and outoi active position, and means controlled by theclutch pedal for producing a step by step release of the automaticmeans.

7. In combination, a clutch for coupling a prime mover to and uncouplingit from the work, clutch controlling means, a transmission gearingbetween the prime vmover and the Work, automatic means having a normaltendency to actuatethe transmission gearing to different operativepositions in predetermined order, means controlled by the clutchcontrolling means for releasing the automatic means to operate in itsnor mal manner, and means for restoringthe automatic means to initialposition.

8. in combination, a clutch for couplierg a prime mover to the work,multi-sp transmission gearing between theprime mover and the work on thework sitle of the clutch, automatic meansfor coupling up elements of thetransmission gearing in pre determined order, anescapcment restrainingmeans for said automatic means, and actuating means for theclutch andtimes. capement common to both and timed in action to cause theoperation of the:escape ment when the clutch is in the inactiveposition.

9. In combination, a clutch for coupling a prime mover to and uncouplingit from the work, a multi-speed transmission gear ing between the primemover and the Work on the work side of the clutch, automatic meansmovable progressively and constructml to operate the transmissiongearing in predetermined order into and out of active positions, a stepby step escapement for con trolling the automatic means, means common tothe clutch and the escapement mechanism and timed in operation to causethe release of the automatic means While the clutch is in the inactiveposition, and means for the restoration of the automatic means toinitial position.

10. In combination, a clutch for coupling no a prime mover to the Work,and aztransmis' sion gearing on the work side of the'clutch, automaticmeans for moving the transmission gearing elements into and out ofactive position and having a normal tendency to cause such movements insuccession in predetermined order, an escapement mechanism normallyrestraining the automatic means and movable to cause the step by steprevilli lease of said automatic means, a pedal con- 12 rive member tothe lriven member, auto, 13o

' inatic means having a constant tendency to actuate said devices, anescapement mechanism for a step by step release of the automatic means,and manually controllable means for the escapementmechanism,- saidautomatic means being provided with manually controllable means forrestoring it to initial position after release to its normal tendency.

'13. 'Thecombination of a drive member, a driven member, and meansforcoupling up the drive and driven members in different relations 'ofspeed. and direction of movements, said means including a rock shaft, a

"spring imparting thereto a normal tendency to move in one direction, anescapement member fast to the shaft, another escapement member loose onthe shaft, said escapement members having stop'means for limiting theirrelative movements,an escapement do movable into enga ement with eitheror bot escapement mem ers, 'and means for the manual actuation of thedog to release the rock shaft to its normal tendency through theescapement, at will.

14. The combination with transmission gearing, of actuating meanstherefor comprising. a rock shaft, devices carried by the rock shaft inoperative relation to the transmission gearing for coupling up saidgearing in predetermined order, means for 1mvparting to the rock shaft anormal tendency to .mov'e in one direction, an escapement member fast tothe rock shaft, another escapement member mounted on the rock shaft inspaced relation to the first-named escapement o member, said escapementmembers .being provided Withstop means for limiting their relativemovements, an escapement dog of a width to bridge the distance betweenthe escapement members and engage both simultaneously, and means formoving the' dog into engagement with either or both escapement members.

15. The combination of a drive member, a driven member, means forimparting motion from the drive to the dr' ven member at differcut ratesof speed and 1n different directions,

means for coupling up said first-named means in predetermined order andincluding a rock shaft with mea'nstending con:

stantly to impart rotative movement'to said rock shaft in one direction,manually operable means'for rotating the rock shaft in the otherdirection, an escapement member fast 6n the rock shaft, anotherescapement member loose the" rock and-located in escapement members.

spaced relation to the first-named escape ment member, said escapementmembers having stop means for limiting their-relative movements, anescapement dog rockable between the members and of 'a width to bridgethe space between said members, and manually operable means for rockingthe:

dog into engagement with either or both 16. 'The combination of a drivemember, a

driven member, means for imparting motion from the drive member to thedriven member at different rates of speed 'andl in different directions,meansfor coupling up said first-named means in predetermined order andincluding a rock shaft, means constantly tendingto impart rotativemovement to the rock shaft in one direction, manuall operable means forrotating the rock sha t' in the other direction, an escapement memberfast on the rock shaft, another escape- -ment member loose on the rockshaft and 10- in) Y cated in spaced relation to the first-named member,said escapement members being provided with stop means for limitingtheir} relativev movements, an escapement dog rockable between themembers and of a width to bridge the space between said members,

and manually operable means for rocking the dog into engagement witheither or both of said escapement members, a clutch for coupling thedrive member to a prime mover, and connections between the clutch andthe second-named manually operable means and timed with relation to themovement of the escapement dog to cause the re lease of the escapementonly when the clutch is in the open position.

17. The combination of a suitable casing, a drive shaft, and a drivenshaft mounted in said casing, multi-speed transmission gears on thedrive and driven shafts, coupling members mounted on the drive anddriven shafts and movable to connect the gears to the respective shafts,actuating devices for the coupling members constructed to act thereon tocouple the respective gears to the respective shafts in predeterminedorder,'a

rock shaft carrying thefa'ctuating devices, a

spring connectedto the rock shaftv and tend ing constantly to move it inonedirection,

an escapement member fast on the rock shaft, another escapement memberloose on the rock shaft, Qsaid escapement members being provided withstop means for limiting their relative movements, anescapement dogmovable into engagement with either or both of said escapement members,a pedal connected to the dog for actuatingthe lat- L ter, another pedalconnected to the -l0 Ck shaft for moving the latter againstgthe nor-'mal tendency of the spring, a clutch for coupling the drive shaftto aprime mover, and connections betweentheiclutch and the first-namedpedal, theactive movement of "the Work, means for the pedal beingproportioned to cause the clutch to be moved to the unclutched positioneach time that the transmission gearing vis moved to the inactiveposition.

'ment of the cams, automatic means for producing the activeprogressional movement of the cams, and manna 'y operable means forcontrolling the automatic means, at will.

, 19. The combination with variable speed transmission gearing havingshiftable members, of automatic means for causing the'actuation of theshiftable members of the transmission gearing to produce differentcombinations of the transmission gears, and manually operable means forcontrolling the automatic means.

20. The combination with variable speed transmission gearing, of aclutch for connecting the transmission gearing to and disconnecting itfrom a prime mover, automatic means for changing the transmissiongearing into different operative combinations, man'uallyoperable meansfor con trolling the clutch, and means controlled by theclutch-controlling means for in turn controlling said automatic means.

2 1. In combination, a clutch for coupling a prime mover to anduncoupling it from controlling the clutch to cause its movements to'thecoupling and uncoupling positions, variable speed transnission gearingbetween the clutch and the Work and including shiftable members, an-

tomatic means for causing a progressive actuation of the shiftable partsof the transmission gearing, to produce different combi-.

nations of the transmission gears, and means controlled by the-clutchcontrolling means for causing a step by steprelease'of said automaticmeans.

22. A variable speed transmission gear-v ing having shiftable parts andprovided with automatic means for the actuation of the shiftable partsto produce correspondingly difierent combinations of the transmissiongears, and means for the release of the automaticmeans in progressivestep up order.

- 23. A variable speed transmission gearing having shiftable parts andprovided with automatic means for setting the shiftable parts intoposition for reversal of the direcdriven member, of means her to anddisconnect it tion of drive and for low and higher speeds of drive, andmeans for controlling the setting of the transmission gearing in'thedifferent positions in the order named.

A variable speed transmission gearing having shiftable' parts andprovided with automatic means for setting the shiftablc parts intoposition for reversal of the direction of drive and for lO'W and higherspeeds of drive, means for controlling the transmission gearing 1n the"setting of the difi'erent positions in the order named, and meansconnectedto the automatic'means for setting theftransznission gearing toany .e

order to that.

sired-extent in the contrary first-named.

2-5. The combination with a drive and a driven member, of means forconnectin' the drive member to and disconnecting it rom the drivenmember, means first'namedmeans, a' variable speed transmission mechanismbetween the drive-and driven parts, means other than the secondnamedmeans for actuating and having a normal tendency. to actuate thetransmission mechanism to difierent operative positions, and meanscontrolled b the second-named means for in turn controlling theoperation of the third-named means. i

26. The combination with a driveand ii for connecting the drive memberto and disconnecting it from the driven member, means for operating thefirst-named means, a variable speed transmission mechanism between thedrive and driven members, means other than the second-named means foractuating the transmission mechanism to itions, and a release? mechanismfor the third-named means, the second-named means having connectionswith the release mechanism for controlling the operation thereof.

27. he combination with a drive and a driven member, of means forconnecting the drive'member to and disconnecting it from the drivenmember, means for operating the first-named means, a variable speedtransmission mechanism between the drive and driven members, means otherthan the second-namedbneans for actuating the transmission mechanism todifierent operative positions, and a release means for the third-namedmeans connected to the secondnam'ed means for controlling the action ofthe third-named means, the second-named means having a range ofmovementsumcientfor controlling the operation of the release means by movementsless than the range of movement of the second-named means necessary toconnect the drive memfrom the driven member.

28. The combination with a drive and a driven member, of a clutch forconnecting for operating the" diiierent operative pothe drive member toandudisconnecting it from the'driven member, a pedal for operating thechitch mounted for oscillatory movements, transmission mechanism"between the drive and driven members, means otherthan the pedalforactuating the transmission mechanism to different predeterminedpositions, and means controlled by the pedal for holding the first-namedmeans inactive and for releasing said first-named means to actuate thetransmission mecha- 'nism to different operative positions, the

release mechanism being related to the pedal .to' be controlled byoscillatory movements 'of the pedal each less in extent than themovements necessary to operate the clutch. 29. The combination with adriveand a driven member, of a clutch for connecting the drive member toand disconnecting it from the driven member, of an oscillatory memberforoperating the clutch, transxms .sion mechanism between the drive anddriven members, automatic means for actuating the transmission mechanismto different predetermined positions, and holding and releasingmechanism controlled solely by the oscillatory member for in turncontrolling the automatic means foractnating the transmissionmechanism.

30. The combination with a drive and a driven member, of a clutch forconnecting the drive member to and disconnecting it from the drivenmember, of an oscillatory member for operating the clutch, transmisandrelease mechanism being constructed to respond to movements of theoscillatory member less in extent than those necessary for theoperationof the clutch.

In testimony that I claim the foregoing as my'own I have hereto affixedmy signature in the presence of two witnesses ROBERT HEMPHILL.

Witnesses:

A. M. JoNEs, W. STANDING, Jr;

